Rotary piston devices

ABSTRACT

A SELF-CONTAINED POWER SYSTEM PARTICULARLY SUITABLE FOR USE AS A VEHICLE DRIVE SYSTEM CONSISTING OF A SELF-POWERED AND SELF-REGULATING GAS GENERATOR OF THE ROTARY PISTON TYPE DELIVERING HOT COMPRESSED GAS FOR ANY DESIRED PURPOSE, SUCH AS THE POWERING OF COMPRESSED GAS MOTORS WHICH MAY ALSO BE OF THE ROTARY PISTON TYPE, CAPABLE OF INDIVIDUALLY DRIVING EACH WHEEL OF A VEHICLE. BOTH THE COMPRESSED GAS MOTORS AND THE GAS GENERATOR INCORPORATE ROTATING SETS OF VANE PISTONS MOVING IN AN ANNULAR CHAMBER, AND ALTERNATELY ACCELERATING AND DECELERATING WHILE MOVING AROUND THE ANNULAR CHAMBER. THE ROTATING SETS OF ACCELERATING AND DECELERATING PISTONS ARE CONTROLLED BY THEIR ENGAGEMENT WITH CONNECTING MEMBERS MOUNTED FOR PLANETARY ORBITAL ROTATION WITHIN THE STATOR HOUSINGS OF THESE DEVICES. AT LEAST ONE OF THESE CONNECTING MEMBERS IS ENGAGED WITH AT LEAST ONE CENTRAL CRANKSHAFT FOR CONTROLLING THIS ORBITAL ROTATION AND DELIVERING TORQUE TO OR FROM THE DEVICE, WHILE ONE OR MORE OTHER CONNECTING MEMBERS ARE &#34;FLOATING&#34; CONNECTING MEMBERS ENGAGED ONLY WITH THE PISTON SETS, AND NOT CONNECTING DIRECTLY WITH OTHER CONNECTING MEMBERS OR CRANKSHAFTS OR WITH THE STATOR HOUSING. THE GAS GENERATOR INCORPORATES A UNIQUE COMPRESSED GAS BLEED FEATURE PROVIDING SELF-REGULATING OPERATION FOR EFFECIENT DELIVERY OF COMPRESSED GAS AT A PREDETERMINED PRESSURE LEVEL. THE COMPRESSED GAS MOTOR DEVICES INCORPORATE SIMPLE REVERSING MEANS AND MEANS FOR AUTOMATIC ADJUSTMENT OF PORT OPENINGS AND CLOSINGS FOR MOST EFFICIENT OPERATION AT ANY GIVEN PRESSURE, AS WELL AS SIMPLE SPEED REDUCER MEANS FUNCTIONING TO REDUCE THE HIGH ROTATIONAL VELOCITY OF THE CRANKSHAFTS IN THESE GAS MOTORS TO MORE USEFUL OUTPUT VELOCITIES FOR SUCH PURPOSES AS DRIVING THE WHEELS OF A MOVING VEHICLE. OTHER USEFUL FEATURES OF THESE ROTARY PISTON DEVICES INCLUDE POSITIVE LUBRICATION MEANS FOR DRAWING OIL FROM AN OIL SUMP DURING OPERATION, SPLASHING IT OVER THE MOVING PARTS DURING OPERATION, BUT RETURNING IT TO A SUMP IN WHICH IT IS RETAINED WHEN THE DEVICE IS NOT IN OPERATION.

Jan. 19, 1971 c, BANCRQFT ROTARY PISTON DEVICES Original Filed Aug. 5,1968 15 Sheets-Sheet 1 SEL F- POWERED GAS GENERATOR OF FIGURES 548MIT/4K5 BLOWER INVENTOR. C/i/lfil ES BAIVCROF T kzahw w Q ATTORNfYS Jan.19, 1971 c. BANCROFT ROTARY PISTON DEVICES 15 Sheets-Sheet 2 OriginalFiled Aug. 5, 1968 I A A x fi vm EN 47/7/7 7 mm a g A d 4 5+ M 5 Aw Q aLaw w J 3 51mm? W xmv vD QNk u M w 3 1 2 uminm \JQQ fim ww W a v I. 0QAtl N0 IN I I I): km w hm ow G 7 eh. m ww v mm 2 4 i ,3; mm Q \n m M\WTI *LKQ av ma on A N mm aw wv Jan. 19, 1971 c. BANCROFT 3,555,313

- ROTARY PISTON DEVICES Original Filed Aug. 1968 15 Sheets-Sheet. s

Jan. 19, 1971 c. BANCROFT ROTARY PISTON DEVICES 15 Sheets-Sheet 4.

Original Filed Aug. 5, 1968 Jan. 19, 1971 c. BANCROFT ROTARY PISTONDEVICES l5 Sheets-Sheet 5 Original Fiied Aug. s, 1968 Jan. 19, 1971 c,BANCROFT 3,555,813

. ROTARY PISTON DEVICES Original Filed Aug. 5, 1968 l5 Sheets-Sheet 6 COA/NE C TING FLOAT/N6,

'C.B ANCROFT I 3,555,813 ROTARY PISTON DEVICES Jm"19;" 197i' l5Sheets-Sheet 7 original Fi d Aug. 5, 1968 lllv I! Jan. 19, 1971 c.BANCROFT ROTARY PISTON DEVICES l5 Sheets-Sheet 8 Qriginal Filed Aug. 5.1968 mm 936B 2% C. BANCROFT ROTARY PI STON DEVICES Jan. 19, 1971 l5Sheets-Sheet 9 Original Filed Aug. 5, 1968 15 Sheets-Sheet 10OriginaIFiIed Aug. 5, .1968

Jan. 19, 1971 15 Sheets-Sheet 11 Original Filed Aug. 5, 1968 X Q T T Emwmw ie nww 3 W 5 WNW s s 5: A aw @v a W 3w .wv 3 an a mQ I a an? N .i, vum m3 1 H Q vw x 3% 3 i v N I N I. it! L W, I m H m fi QM m m .Ww a m" Iy H H1 w #1 1 l1 Mr 9 NC. l l v H fiv 1 5- I 5v od m .7 4 l swam kr c mH E 0 2w w aw Nv mum 5w HERE 5m 3% .@v @n @v 2 i fll I I Mn 5 5% Q a P 55v LE L 33 Ha i Q T NNN Q Jan. 19, 1 971 4 c. BANCROFT 3,555,813

' ROTARY PISTON DEVICES Original Filed Aug. 5, 1968 15 Sheets-Sheet 1Bc. BANCROFT 3,555,813

ROTARY PISTON DEVICES Jan. 19, 1971 '15 Sheets-Sheet 15 Original FiledAu 5, 1968 m, Em

Jan. 19, 1971 c. BANCROFT 3,555,813

ROTARY PISTON DEVICES Original Filed Aug. 5, 1968 15 Sheets-Sheet 14.

mmnZuZ UZIQMZZOU Jan. 19, 1971 c. BANCROFT ROTARY PISTON DEVICES l5Sheets-Sheet 15 Original Filed Aug. 5, 1968 United States Patent 9'3,555,813 ROTARY PISTON DEVICES Charles Bancroft, 178 Ferris Hill Road,New Canaan, Conn. 06840 Original application Aug. 5, 1968, Ser. No.750,084. Divided and this application Nov. 21, 1969, Ser. No. 878,773

Int. Cl. F01k 23/00; F04c 1/00; F02b 53/00 US. C]. 6011 9 ClaimsABSTRACT OF THE DISCLOSURE A self-contained power system particularlysuitable for use as a vehicle drive system consisting of a self-poweredand self-regulating gas generator of the rotary piston type deliveringhot compressed gas for any desired purpose, such as the powering ofcompressed gas motors which may also be of the rotary piston type,capable of individually driving each wheel of a vehicle. Both thecompressed gas motors and the gas generator incorporate rotating sets ofvane pistons moving in an annular chamber, and alternately acceleratingand decelerating while moving around the annular chamber. The rotatingsets of accelerating and decelerating pistons are controlled by theirengagement with connecting members mounted for planetary orbitalrotation within the stator housings of these devices. At least one ofthese connecting memhers is engaged with at least one central crankshaftfor controlling this orbital rotation and delivering torque to or fromthe device, While one or more other connecting members are floatingconnecting members engaged only with the piston sets, and not connecteddirectly with other connecting members or crankshafts or with the statorhousing. The gas generator incorporates a unique compressed gas bleedfeature providing self-regulating operation for efficient delivery ofcompressed gas at a predetermined pressure level. The compressed gasmotor devices incorporate simple reversing means and means for automaticadjustment of port openings and closings for most eflicient operation atany given pressure, as well as simple speed reducer means functioning toreduce the high rotational velocity of the crankshafts in these gasmotors to more useful output velocities for such purposes as driving thewheels of a moving vehicle. Other useful features of these rotary pistondevices include positive lubrication means for drawing oil from an oilsump during operation, splashing it over the moving parts duringoperation, but returning it to a sump in which it is retained when thedevice is not in operation.

RELATED APPLICATION This application is a divisional application dividedfrom my parent application entitled Rotary Piston Devices, Ser. No.750,084, filed Aug. 5, 1968.

BACKGROUND OF THE INVENTION Rotary piston engines, compressors, pumpsand motors have been described in numerous patents such as BullingtonUS. Pat. 1,497,481 and the present inventors US. Pats. 2,061,131;2,132,596; 2,155,249; 2,228,193; 2,248,- 484; 2,270,493; 2,544,480;2,544,481, 2,553,954; 2,810,- 371; 2,852,007; 2,971,500 and 3,241,531.The basic structural components of these rotary piston engines areincorporated in the devices of the present invention, including anannular chamber formed in the stator housing within which several setsof vane pistons are positioned for rotation, being mounted on annular ortubular sleeves or piston support members securing all pistons of eachset in their predetermined angular positions, each equally spaced fromthe other pistons of that set around ice the periphery of the chamber.The pistons of successive different piston sets are successivelyinterposed, proceeding around the annular chamber, and are anchored toindividual support plates or tubular sleeves, preferably interfittingwith each other to form labyrinth seals retaining compression andcombustion pressures within the sectors of the annular chamber definedby its walls and the facing surfaces of the vane pistons. The supportmembers or tubular sleeve units preferably form portions of the walls ofthe annular chamber, with their tolerances and clearances being minimumfor successful mechanical operation, and being selected to minimizeleakage of any compressed gas from the chamber, with any such gasleakage behind these chamber walls being controlled to equalize pressureon them and to control oil consumption. As described in my Pats.2,061,131, 2,155,249 and 2,544,- 480, the changing acceleration anddeceleration of the piston sets produced by the varying angularrelationships between these piston sets and the crankshaft of the devicedepend upon connecting members rotatably mounted upon offset crankpinsof the crankshaft and provided with pinion gear means engaging astationary ring gear to produce rotation of the connecting member in adirection contrary to that of the crankshaft. These connecting membersare provided with integral pivot pins on .Which are journaled pillowblocks or crosshead bearing blocks in sliding engagement with radialtracks or guide- Way slides formed on radial flange portions of thesupport members of each piston set. In this manner the internal rollingmotion of the connecting member Within the stator-mounted stationaryring gear produces an epitrochoid or hypotrochoid curve about themaximum radial locus of these pivoting pins. The angular accelerationand deceleration of the connecting member pins as they follow this pathare transmitted by these radial guideways directly to the piston sets,producing corresponding angular acceleration and deceleration of thepiston sets according to a predetermined pattern. The rolling engagementof the connecting members with the stator may be provided either bypinion-internal ring gear assemblies, or by trammel gear means asdescribed in my Pat. 3,241,531, and illustrated in FIG. 6 thereof by alobed member 92d engaging a lobed track 98a, elfectively forming a gearsubstitute. The successive corresponding positions of a connectingmember 52 and several sets of vane pistons engaged therewith are shownin my Pat. 2,061,131 at FIGS. 15 through 22, and in my Pat. 2,155,249 atFIGS. 11 through 23.

These rotary piston devices provide exceptional displacement for a givensize and Weight of engine, since the approaching pistons may be movedinto face-to-face contact with each other, and may then be separated bylarge angular distances; the overlapping of these angular distancesduring successive expansion strokes of successive sets of vane pistonsprovides a volume substantially larger than the volume of the annularchamber swept by the piston sets. For this reason, such devices may havevery high volumetric efficiency and large displacement for a given size,limited only by the normal problems of pressure fluid sealing, dynamicbalancing and lubrication against sliding friction encountered in allrotating machinery. In order to take advantage of these features whileproviding solutions to the practical problems, the present inventionincorporates a number of useful innovations.

In addition to connecting members mounted on a crankpin of a centralcrankshaft, the devices of the present invention incorporate floatingconnecting members not engaged with the stator housing, and positionedonly by their pivot pin connections to the piston set support members ortubular sleeves. Because of these connections to the piston sets, thesefloating connecting members are forced to follow a path of movement asif they each were 3 mounted on a non-existent phantom crankpin, but theyare otherwise free to move without reference to crankshafts or bearings.By being supported in this manner, these floating connecting memberseliminate mechanical interferences which would otherwise make theconstruction too weak or too bulky to be practical. Since the connectingmembers have an orbital rotation around the axis of the engine, as wellas their rotation on their own axes, the centrifugal forces produced bythis orbital motion counteract the inertia produced by acceleration anddeceleration of the piston sets in their rotation, and if desired, it istherefore possible to balance the centrifugal forces generated by theorbital movement of the connecting members against the piston inertias,by selective control of the weight of the connecting members. Suchbalance greatly reduces frictional losses and wear in the operation ofthe engine, and reduces the dynamic loads applied to the bearingstructures provided elsewhere in the device.

In the self-powered gas compressor or gas generator devices of thepresent invention, the use of an induction blower or superchargerpermits a portion of atmospheric air being compressed in the device tobe delivered through bleed valves while still retaining sutficient airfor powerstroke purposes. The remaining atmospheric air, furthercompressed, is mixed with fuel and ignited in the firing chambers. Thepressure in this air bleed conduit can be adjusted by spring-loaded,variable pressure regulator valves. The firing chambers are preferablypositioned at the periphery of the annular piston chamber, angularlyspanning the top dead center dwell positions of the forward piston ofthe pairs of pistons compressing the charge, and thus conduct thecompressed and ignited fuel-air mixture past the top dead center pistonsto the spaces ahead of them, to provide added impetus to the next vanepistons already accelerating rapidly forward away from top dead centerposition. In addition, these gas generator devices may incorporate asupplementary compressed air bleed conduit for diverting a portion ofthe output compressed air from the gas generator around the firingchambers to downstream positions where the ignited charges have alreadyexpanded to a lower intermediate pressure. Here the extra compressed airis expanded by the heat of the ignited charge while reducing the temperature to provide additional driving torque, and a cooler generatorand cleaner exhaust.

Since the selected delivery pressure of the compressed air bled from thegas generator prior to combustion, determined by the adjustableregulator valve, will control the amount of air remaining in the gasgenerator for combustion, this provides partially automatic control ofthe torque driving the gas generator, inasmuch as the higher the bleedor back pressure, the more air remains within the firing chamber toprovide the additional driving torque required to compress the deliveredgas to the desired higher delivery pressure. This automatic degree ofself-regulation of the gas generator can be assisted or supplemented bycontrolling the fuel intake of the generator in the manner usuallyemployed to throttle internal combustion engines.

In the gas generator devices of this invention, the variably adjustableregulator check valves inserted in the compressed gas delivery conduittapping the annular chamber at the points where the atmospheric air ispartially compressed serve to establish a minimum pressure below whichair will not be bled from the generator so that the generator will notbe stalled by too-con1plete bleeding of the compressed air from thegenerator at these points, which would leave insufiicient air to provideadequate power strokes to maintain the device in operation.

The compressed gas motors of this invention are well adapted for usessuch as in driving vehicles which present widely varying torquerequirements with positive speed control, both because they are easilyreversed with a minimum of mechanism, and because they provide smallcompact units delivering tremendous amounts of torque smoothly andefficiently at varying pressure. These compressed gas motors employeasily reversible valve assemblies connecting the predeterminedangularly displaced zones around the periphery of the annular chamber topressure and to exhaust respectively. Two embodiments of thesecompressed gas motors are shown in the drawings. In one, porting controlfor selecting the direction of rotation and for improving operatingefficiency is incorporated in the outer Wall of the annular vane pistoncylinder, while in the other, these ports are incorporated in the innerwall of the annular cylinder, and this latter embodiment is consideredto be the preferably one for driving the individual wheels of a vehicle.In addition, these compressed gas motors preferably incorporate speedreducer assemblies connecting their rotary vane piston sets via theconnecting members to the output crankshafts to provide driving torqueat practical rotational speeds for vehicle propulsion.

OBJECTS OF THE INVENTION Accordingly, a principal object of theinvention is to provide a practical power source, including powergeneration means and power transmission means, incorporating a gasgenerator and gas motors.

Another object of the invention is to provide a vehicle drive systemincorporating automatic torque conversion a-nd including a gas generatorand a separate gas motor for each driven axle or wheel.

A further object of the invention is to provide such systemsincorporating highly compact compressed gas generators and motors of arotary piston type.

A further object of the invention is to provide a combination of gasgenerator and compressed gas motors in which each motors direction ofrotation is governed solely by the direction of flow of compressed gasthrough that motor.

Another object of the invention is to provide such systems incorporatingeasily reversed compressed gas motors, capable of operating efiicientlyover a range of varying pressures.

A further object is to provide rugged, durable devices of the rotarypiston type with high power output for small size.

Another object is to provide such systems incorporating rotary pistondevices with sets of pistons connected by floating connecting membersserving to balance centrifugal forces against inertia forces reducingfriction, stress and deformation of the parts of the device.

Other and more specific objects will be apparent from the features,elements, combinations and operating procedures disclosed in thefollowing detailed description and shown in the drawings.

THE DRAWINGS 'FIG. 1 is a schematic diagram of a power systemincorporating the features of the present invention and including aself-powered, self-regulating compressor or gas generator supplyingcompressed gas to drive a compressed gas motor;

FIG. 2 is a vertical axial sectional elevation view of a compressed gasmotor or pump employed in one embodiment of the invention;

FIG. 2A is an enlarged, fragmentary, perspective, exploded view,partially broken away, showing the internal valve assembly incorporatedin the device of FIG. 2, taken on the plane 2-2A in FIG. 3;

FIG. 2B is a developed plan view of the external periphery of theshiftable hub valve member 92. shown in FIG. 2A;

FIGS. 2C, 2D and 2E are respective enlarged vertical axial sectionalelevation views of the successively telescoped components of theinternal valve assembly shown in F108. 2 and 2A, shown on the plane 22in FIG. 3;

FIG. 2F is a cross-sectional elevation view of the valve ring member 81shown in FIGS. 2, 2A and 2D, taken on the plane 2F-2F shown in FIG. 2D;

FIGS. 3, 4 and 5 are successive cross-sectional elevation views of thedevice of FIG. 3 taken along the planes indicated in FIG. 2 as 33, 44and 55 respectively;

FIG. 6 is a reduced perspective view of a crankshaft and counterweightassembly employed in the embodiment shown in FIGS. 2-6;

FIG. 7 is a fragmentary cross-sectional elevation view of a portion ofthe crankshaft and related structures shown in FIGS. 2 and 6 and takenalong the plane 7-7 in FIG. 2;

FIG. 8 is a vertical txial sectional elevation view of a differentembodiment of the invention, a double shaft motor or pump incorporatingsets of rotary pistons and associated mechanism similar to thoseillustrated in FIG. 2, with separate crankshafts protruding from eachend of the device for delivery of input or output torque, andincorporating means for shifting port time in accordance with directionof air feed;

FIGS. 9, and 11 are successive cross-sectional views of the same devicetaken along the successive planes 9-9, 1010 and 1111 in FIG. 8, and FIG.11 shows the external valve mechanism in a neutral, stopped position;

FIG. 12 is a cross-sectional view similar to FIG. 11 showing theexternal valve mechanism shifted to a running position in which thepiston assembly rotates counterclockwise;

FIG. 12A is a fragmentary vertical sectional elevation view of a portionof the external valve assembly shown in FIG. 12, taken along the plane12A12A shown in FIG. 12;

FIG. 13 is a vertical axial sectional view of the device incorporatingstill another embodiment of the invention, illustrated as an engine orgas generator having a single crankshaft extending through the device;

FIGS. 14, and 16 are cross-sectional views of the same device takenalong the lines 1414, 1515 and 1616 shown in FIG. 13, with FIG. 15 beingenlarged to show the firing chamber and piston set details;

FIG. 17 is a perspective view of the crankshaft incorporated in thedevice of FIGS. 13 through 16; and

FIGS. 18 and 19 are exploded perspective views of the piston drivemechanism installed in the device of FIGS. 13-16, indicating theinterfitting engaged relationship of the various support memberspermitting their interconnection with the connecting members with amplefreedom for accelerating and decelerating angular relative movement ofthe piston sets toward and away from each other as they revolve in theannular chamber.

INTERNALLY VALVED MOTOR OR PUMP The reversible motor or pump deviceshown in FIGS. 2-7 incorporates four piston sets 31, 32, 33 and 34, eachhaving three vane pistons angularly spaced from each other by 120, asshown in FIG. 3, and all successively arrayed in an annular chamber orring cylinder 36 enclosed inside a stator housing formed by acylindrical housing shell 52 closed by a bolted end wall 38. Annularchamber 36 is bounded around its entire internal periphery by a central,rotatably adjustable hub portion 37 incorporating an angularly shiftableinternal valve assembly 71 supported by the end wall 38 of the statorhousing. Chamber 36 is bounded on its external periphery and on itssides by the respective support members for the piston sets.

Thus, as shown in FIGS. 2 and 3, the piston set 31 is integrally joinedto a ring shaped support member 41, with the junction between thepistons of set 31 and the support member 41 being formed along theradially innermost righthand side portions of the pistons 31, as

can be seen in the upper portions of FIG. 2 and the cross-sectional endelevation view of FIG. 3. A corresponding ring shaped support member 42is integrally joined to the radially innermost lefthand sides of thepistons of set 32, directly across the annular chamber 36 from thesupport member 41, as shown in the lower portion of FIG. 2.

Auxiliary ring shaped support members for the piston sets 31 and 32 arediagonally positioned on the opposite sides of each of these pistonsets, radially outward of and in close juxtaposition with the supportmembers 41 and 42. These alternately positioned support members aredesignated 41a and 42a in FIGS. 2 and 3, showing outer auxiliary ringshaped support member 41a joined to the radially outermost lefthandedges of each of the.

vane pistons of piston set 31 by sturdy machine screws. Similar machinescrew join the outer auxiliary ring shaped support member 42a to theradially outermost righthand edges of each of the vane pistons of pistonset 32, as shown in FIG. 2 and FIG. 3, where it will be noted that thetapped bores for these machine screws are formed in the wider outer endof each vane piston of set 32. In thi manner the ring shaped supportmembers 41, 41a, 42 and 42a together form complete side walls flankingall of the pistons 31, 32, 33 and 34. The radially juxtaposed ringshaped support members are movably positioned in sliding contact witheach other and with the sides of the pistons to which they are notintegrally joined.

The outer periphery of the chamber 36 is similarly formed and bounded bytwo external ring shaped support members 43 and 44, encircled by analigning guide sleeve 45. The support member 43 extends over the righthand half of the outer peripheral edge of all vane pistons in the fourpiston sets, and it is integrally joined to the vane pistons of set 33.This support member 43 is formed as a ring shaped shell extending asubstantial distance to the right, where it is provided with radialguideways or slides 43d shown at the left hand side of FIG. 4 forsliding engagement with a pivoting pillow block 43e mounted on afloating connecting member 46. At a point opposite these floatingconnecting member radial guideways 43d, the support member 43 isprovided with another similar radial guideway 43g shown in FIG. 5,cooperating 'with a pivoting pillow block 43h for sliding engagementwith first captive connecting member 47, shown in the lower right handside of FIG. 2. Captive connecting member 47 has an integral externalpinion 47a formed thereon engaged inside a stationary ring gear 48, andthis captive connecting member 47 is journalled for rotation on anoffset crankpin 49 of the crankshaft 51 (FIGS. 2, 6) with pinion portion47a revolving inside an overlying counterweight portion 68 of the cankshaft 51. The crankpin portion 49 of the crankshaft 51 is preferablyformed as a stepped configuration with a reduced portion 49a, joined toan enlarged portion 49b closer to the annular chamber 36 (FIG. 6). Oneach of these portions 49a and 49b, roller bearings are interposedbetween the crankpin 49 and the overlying connecting member 47, securelyanchoring the connecting member 47 for rotation upon this crankpinportion 49 of the crankshaft 51 (FIG. 2)

As shown in FIGS. 2 and 5, a ring gear 48 engaging the pinion portion47a of captive connecting member 47 is preferably journalled in theouter housing shell 52 in a manner permitting slight rotational shiftingof ring gear 48 about its own concentric axis 62. Four springcenteringassemblies are mounted in suitable spring cavities 54 formed in housingshell 52 surrounding gear 48, as shown in FIGS. 2 and 5. A protrudingvane-type radial flange 53 extends outward from ring gear 48 into eachspring cavity 54, and a pair of balanced stiff compressible coil springs56 are inserted in a slightly compressed condition, between end walls ofcavity 54 and the flange 53 when it is positioned centrally in eachcavity 54. Spring 56 thus serves to center each flange 53 in its cavity54 and to provide flexible, resilient bias urging ring gear 48 towardthis centered position for 'valving purposes, while serving to cushionthe gearing against shock loading, and also serving to absorb hightorque stresses imposed by the normal operation of the device or bysudden loads applied to the output shaft 57, shown in FIG. 2. Asindicated in FIG. 5, the same assembly of flange 53 and two flankingsprings 56 in cavity 54 is preferably incorporated at four pointsequally spaced about the periphery of the ring gear 48 to providebalanced cushioning action for the ring gear.

At a point on crankshaft 51 between the plane of the floating connectingmember 46 and the annular chamber 36, a second captive connecting member58 is journalled on roller bearings mounted on a second crankpin 59(FIGS. 2, -6), having a crankthrow radius less than that of the crankpin49 in the preferred embodiment illustrated in FIG. 2. The crankthrowradius of this second crankpin 59 is selected so that the ratio of thisradius to the crankthrow radius of the driving pins on the secondcaptive connecting member 58 equals the corresponding ratio of thecrankthrow radius of the crankpin 49 to the crankthrow radius of thedriving pins on the first captive connecting member 47, while alsoproviding overall dimensions commensurate with practical assemblyrequirements.

It will be noted in comparing FIG. with FIG. 7 that the central axis offirst crankpin 49 journalling first captive connecting member 47 in thispreferred embodiment of the device is twice as far from the commoncentral axis 62 of gear 48, output shaft 57 and housing shell 52, ascompared with the offset crankthrow radius of second crankpin 59 onwhich second captive connecting member 58 rotates. The radial crankthrowofiset distances of the two crankpins 49 and 59 may be compared directlyin FIG. 2, and also in the cross sectional elevation views of FIGS. 7and 5, which are drawn to the same scale.

As indicated in the middle of FIG. 2, the support members 41, 42, 43 and44 all extend into the central portion of the shell 52 of housing 38 toprovide connections by sliding pivoting bearing blocks with the captivecon% necting members 47 and S8, and also with the floating connectingmember 46. This portion of the device may be compared to the crankcaseof a conventional internal combustion engine, and splash or pressurelubrication is preferably employed in this region.

The sectional views of FIGS. 4 and 5 respectively illustrate thepositions of the floating connecting member 46 and the first captiveconnecting member 47 when the parts of the device are in the positionsshown in FIG. 2. Thus by comparing the views of FIGS. 2, 4 and 5, itwill be noted that the geared first captive connecting member 47 isconnected by the pivoting sliding block 43k to the radial guideway 43gon the support member 43 which is secured to piston set 33, as indicatedat the right hand side of FIG. 5. The geared first captive connectingmember 47 is also connected by pivoting sliding block 44h to the radialguideway 44g on the support member 44 which is secured to piston set 34.Since FIG. 5 is a sectional view, taken along a plane 55 passing betweenflanged section of the support members 43 and 44, as shown in FIG. 2,support member 43 is shown in full lines in the view of FIG. 5 while thesupport member 44 is shown only by its radial guideway 44g.

It should be noted that the shaft and bearing appearing in the centralportions of FIG. 4 and FIG. 5 are the central hub sleeve portion of thesecond captive connecting member 58 mounted in roller bearings on thelesser radius crankpin 59 of crankshaft 51.

As shown in FIGS. 2, 5 and 7, the large diameter pinion portion 47a ofmember 47 encircling the enlarged hub portion 49b of the largercrankthrow radius first crankpin 49 has a pitch diameter of 4" in thepreferred embodiment illustrated. Ring gear 48 engaged therewith 8 has a6" pitch diameter in this embodiment. The first captive connectingmember 47 is also provided with a smaller pinion portion 47b having a 2"pitch diameter, for example, in the preferred embodiment illustrated,which is engaged with the teeth of a movable internal ring gear 61formed within the concave open end of the output shaft 57 journalled inheavy roller bearings in the right end of the housing shell 52 forrotation about the central axis 62 of the device, and thus forming anoutput speed reducer assembly.

The offset crankpin portions 49 and 59 of the crankshaft 51 areintegrally joined together by the enlarged portion 49b, and they arejoined by sturdy crankarms 63 and 65 to terminal trunnions 64 and 66journalled for rotation about the central axis 62, as shown in FIGS. 2and 6. Thus, the lefthand end of the lesser crankthrow radius secondcrankpin 59 is secured by crankarm 63 to the projecting trunnion shaftportion 64 rotatably mounted in heavy ball bearings secured in a bearingflange 74 (FIG. 2E) formed in an assembled sleeve portion 72 of thehousing end wall 38 which forms a part of the internal valve assembly 71described in detail below and shown in FIGS. 2A through 2F. Therighthand end of the larger crankthrow crankpin 49 is likewise anchoredby a substantial crankarm 65 to a trunnion shaft portion 66 journalledin heavy roller bearings mounted within the concave open end of outputshaft 57, recessed within its internal ring gear teeth 61.

The crankarm 65 joining crankpin 49 to trunnion portion 66 extendsradially beyond trunnion portion 66 in a direction opposite to thecrankpin 49 to form a heavy double counterweight 67 68, having a firstcounterweight portion 67 dimensioned to fit between the pinion 47b andits mating internal ring gear 61 and having its outer periphery boundedby clearance circles respectively concentric with these mating gears andforming the crescent shape 67 indicated in FIGS. 6 and 7. An axialextension from the outermost central region of this counterweightportion 67 is further extended radially outward and offset towardchamber 36 to form a second counterweight portion 68 which is similarlybounded by circles concentric with the mating pinion 47a andhousingmounted large ring gear 48 engaged therewith, thus forming thefurther counterweight portion 68 illustrated in FIG. 7 and also in theperspective view of FIG. 6.

While the pivoting pillow blocks of the second, ungeared captiveconnecting member 58 are not illustrated in cross-sectional views in thefigures, they are shown in the axial sectional elevation view of FIG. 2.These pivoted bearing blocks 41h and 42h are slidably mounted in the tworadial guideways 41g and 42g on the support members 41 and 42.

As indicated in FIG. 4, the floating connecting member 46 is connectedby pivoted bearing blocks to the support members for each of the pistonsets. In this FIG. 4 the pivoted bearing blocks are identified as 41e,422, 43a and 44e, respectively engaged for radial sliding movement inthe radial guideways 41d, 42d, 43d and 44d on the respective vane pistonset support members 41, 42, 43 and 44.

As indicated in FIG. 4, the sliding blocks are secured to the floatingconnecting member 46 only by studs or pins protruding from theconnecting member 46 and journalled in each of the sliding pillowblocks. As shown in FIGS. 2 and 4, the pins joining floating connectingmember 46 to the piston sets 31 and 32 protrude in an axial directiontoward the piston chamber 36, while the pins joining the floatingconnecting member 46 to the piston sets 33 and 34 protrude fromconnecting member 46 in an axial direction away from the chamber 36. Ineach case, the face of the ring shaped floating connecting member 46 iscut away to accommodate the radial guideways of the support memberswhich are slidingly engaged with the pivoted sliding blocks, and theshape of these cut-away portions is configured to permit relativerocking movement of the support members and the floating connectingmember 46, as indicated in FIG. 4. A comparable configuration of amodified floating connecting member 225 is shown in perspective in FIG.18.

It will be noted that only the first captive connecting member 47 isdrivingly engaged with the ring gear 48 by means of its pinion portion47a. The second captive connecting member 58 is not drivingly engagedwith a ring gear, and the interconnection of the piston sets by way oftheir support members and the floating connecting member 46 cooperateswith the two captive connecting members 47 and 58 to maintain the pistonsets in their desired relatively accelerating and deceleratingrelationship during rotation of the piston sets, whether produced bymotor operation controlled by valve assembly 71, or by driving rotationof output shaft 57 when torque is being applied thereto in order todrive the device as a pump. As shown in the figures, all threeconnecting members 46, 47 and 58 are positioned on the same side ofchamber 36, the righthand side as viewed in FIG. 2.

When the device of FIGS. 2-7 is being employed as a motor, pressure andexhaust are respectively connected to differential portions of thepiston chamber 36 by the internal valve assembly 71 illustrated at thelefthand side of FIG. 2, and described in detail below.

In the illustrated embodiment, with a stationary 6" pitch diameter ringgear 48 meshing with 4 pitch diameter pinion 47a to drive the crankshaft51 two revolutions in one direction for each revolution of the pistonsets in the other direction, the 4" pitch diameter internal ring gear 61on the output shaft 57 is driven by the 2" pitch diameter spur gearteeth 4712 at one half the speed of the piston sets and in the oppositedirection. In this illustrated embodiment the annular chamber 36 sweptby the vane pistons has an outside diameter of 8" and an inside diameterof 4". The outside diameter of the inner side wall support members 41and 42 is 6.328", which is so chosen so that the wall areas of pistonsupport members 41 or 42 exactly equals the comparable wall areas oftheir respective cooperating auxiliary support members 41a or 42a, tocompletely balance out any lateral, axial forces imposed on thesesupport members resulting from operating pressures within chamber 36.

v INTERNAL SHIFTING VALVE ASSEMBLY A shiftable valve assembly 71 isincorporated inside the rotatable adjustable hub portion 37 of housingend. wall 38, and forms the internal cylindrical wall of annular pistonchamber 36, with the radially innermost edge of each vane piston beingin sliding engagement with this hub portion 37, as shown in FIGS. 2 and3. As shown in the exploded view of FIG. 2A, valve assembly 71iricorporates three separate portions telescopically fitted together forsliding inter-engagement, a central sleeve 72, a valve ring member 81and a hub valve member 92.

The innermost of these portions is the stationary central sleeve 72(FIGS. 2, 2A, 2E) anchored by external threads and splines within acentral threaded opening in the housing end wall 38, in thepredetermined angular position shown in FIGS. 2 and 3. Sleeve 72 extendsaxially inside the housing 52, directly within and concentric with theannular piston chamber 36. The inner end of sleeve 72 is provided with aradial flange 73 extending radially outward a short distance andterminating in two axial flanges.

The first of these anges is a bearing flange 74 extending further in anaxial direction toward the opposite end of the device, within which aheavy ball bearing assembly is seated to accommodate trunnion portion 64of the crankshaft 51 (FIG. 2).

Extending reversely in the return direction toward the anchoring threadsof sleeve 72 is a reverse flange 76 incorporating on its outer peripherygently pitched helical spline grooves 77 characterized by a righthandthread helix as shown in FIG. 2A. In addition, a series 10 of radiallyextending slots 78 connect the interior 90 of the sleeve 72 with thespace which is enclosed immediately within the spline flange 76 andwhich forms a portion of an inner righthand chamber 79 surrounding theinner end of the sleeve 72, as shown in FIG. 2.

Slidingly engaged for both axial and rotary movement on sleeve member 72is a second portion of the valve assembly 71. This is a valve ringmember 81 incorporating a radial wall portion 82 terminating inwardly inan axially elongated ring flange 83, dimensioned for axial and rotarysliding engagement on the external surface of sleeve 72 and providedwith suitable sealing rings riding on this external surface. Outwardly,radial wall portion 82 terminates in a diverter ring portion 84 designedto connect the chambers formed on opposite sides of the radial wallportion 82 with selected valve ports communicating directly with pistonchamber 36 (FIG. 2). Gently pitched helical splines 85 are formed on theinternal cylindrical surface of diverter ring portion 84 at its rightend, engaging splines 77 on flange 76 of sleeve 72. Diverter ringportion 84 is also provided with two annular grooves encircling itsexternal periphery, a righthand groove 86 closer to the inside ofhousing shell 52, and a lefthand groove 87 closer to the housing endwall 38 in which sleeve 72 is anchored. A first conduit 88 formed indiverter ring portion 84 joins lefthand groove 87 with the righthandchamber 79 enclosed between radial wall portion 82, diverter ringportion 84, reverse spline flange 76 and radial flange 73, via thespaces between the mating splines of flanges 76 and 84 or by way ofapertures formed in these flanges, such as apertures 75 in flange 76, orapertures 75a in flange 84, or both, as shown in FIGS. 2A and 2E. Thelefthand groove 87 thus communicates directly with a central portalcavity 90 inside stationary sleeve 72.

A second conduit 89 also formed in diverter ring portion 84 (FIG. 2)joins the righthand groove 86 to a chamber 91 at the left end ofdiverter ring portion 84, communicating via apertures 75b in hub valvemember 92 with an outer portal cavity 95 on the left or outer side ofradial wall portion 82, bounded by valve ring member 81, stationarysleeve 72, and housing end wall 38.

The righthand groove 86 or the lefthand' groove 87 are alternativelyconnected to the interior of piston chamber 36 by a series of chambersand valve ports formed in shiftable hub valve member 92 shown at thelefthand side of FIG. 2A.

The periphery of hub valve member 92 forms a partially rotatable centralhub 37 directly inside annular piston chamber 36. and three radialexhaust ports 93 pass through this cylindrical peripheral Wall 37 ofmember 92, connecting piston chamber 36 to exhaust via either groove 86or groove 87 of member 81, depending upon the mode of operation of thedevice.

A flange 96 of hub valve member 92 is provided with gently pitchedlefthand helical splines 97 slidably engaged with corresponding lefthandhelical splines 98 formed on the inside of diverter ring portion 84 ofthe valve ring member 81 at the lefthand end thereof. Hub valve member92 is also provided with a central cylindrical chamber 99 in which thevalve ring member 81 is slidably fit ed with its splines 98 engaging thesplines 97 of hub valve member 92, and with its outer periphery slidingin sealing ring engagement with the internal periphery of this chamber99 of hub valve member 92.

Three exhaust ports 93 passing radiallv through the peripheral wall 37of hub valve member 92 are formed with a narrow internal axial width.enla ging to a wider external axial width exposed to piston chamber 36.The narrow internal width of exhaust ports 93 is designed foralternative juxtaposition with one of the peripheral grooves 86 or 87formed in the valve ring member 81, in order to insure that these ports93 are always connected to the low pressure exhaust side of valve ringmember 81. This ring member 81 shifts axially away from pres-

